US1146993A - Block-signal apparatus. - Google Patents

Description

A &.d 1%W A. BEVAN.

BLOCK SIGNAL APPARATUS. APPLICATION FILED FEB. 7, 1908.

1,146,993. Patented July 20,1915.

3 SHEETS-SHEET 2.

WITNESSES ATTORNEY A. BEVAN.

BLOCK SIGNAL APPARATUS. APPLICATIQN FILED FEB. r. 9oa.

Patented July 20, 1915.

Red Wine FOZZG/ Mfz5-0 3 SHEETS'SHEET 3- ens BLOCK-SIGNAL APPARATUS.

Specification of Letters Patent.

Patented July 20, 1 915."

' Application filed February 7, 1908. Serial No. 414,670.

To all whom, it may concern Be it known that'I, ALEXANDER BnvAN, a citizen of the United States, residing at the city of Providence, in the county of Providence and State of Rhode Island, have invented certain new and useful Improvements in Block-Signal Apparatus, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to a system of automatic control and signaling for trolley cars which is particularly adapted for use on single track roads, and the object of the invention is to provide means for automatically cutting off the source of current sup ply from insulated sections of trolley wire at the various turnouts, and means also for automatically operating the proper danger and safety signals by the passing cars.

The special feature of the system is the arrangement whereby a car on leaving a turnout to enter an unoccupied blockautomatically cuts off the current supply from an insulated section of trolley wire at the next turnout in advance, thus preventing the entrance of a car from the opposite direction while the block is occupied, and also automatically displays a warning or danger signal at said turnout. This end is accomplished without affecting the continuity of the main trolley wire, so that the current supply is unaffected except locally at the turnout immediately in advance of the op crating car. The signals are display ed in such a manner as to indicate at each end. of a block the direction in which the car or cars maybe moving in said block. Distinct improvements are also claimed in the manner of constructing and operating the circuit controller, as well as in the arrangement of the setting and clearing magnet circuits,

whereby two cars entering a block from opposite endsat the same time; or one car entering and another car leaving a block from opposite ends at the same time, can not disarrange the system.

The system comprises one signal box and two circuit closers located at each end of a block, so arranged that a car on leaving a turnout to enter a clear block sets in operation the mechanism to open a circuit and simultaneously display a danger signal at the farther and of the block, and also close a circuit to display a safety signal at the entering end.

The important features 'ofmy improved system may be summarized as follows: First, a car on entering a block cuts off current supply from a car at the opposite end and also removes aclear signal atrthatend.

Second, the same mechanism which cuts "off the current and removes the clear signal also serves to close the circuit danger signal at the opposite end and safety signal at the entering end. Third, when the signals are set they cannot be alfectedby a car entering from the opposite end. Fourth, if two cars operate the signals from opposite ends at exactly the same time current is out off from both cars,and both clear signals are removed. Flfth, 1f a car enters one end at the same time a car is leaving the block at the other.

end the signals are not affected by the entering car.

These features and the manner of operation will be readily understood from the following detailed description, reference being made to the accompanying drawings in which similar characters designate corresponding parts in all'the views.

Figure 1-is aside elevation of the mechanism, partly in section, showing the casing in outline with one side removed. Fig. 2- is a front elevation of the mechanism partly in section with the casing removed. Fig. 3is a detail in perspective showing the movable yoke or back iron which is operated by the clearing magnets 44 and raised to automatically break the circuit through the opposite magnets 3*?) when said clearing magnets are'energized. Fig. l is a side elevation, partly in perspective, of the contact forming disk showing the circular bridge adapted to make the contact between termi nals 26 and 75 when the first car enters the block and break the same when the last car leaves the block. Fig. 5'represents the opposite side of said disk showing the short radially disposed'bridges 24 and 30 connecting the terminals 26 and 27 and 28 and 29, respectively. Fig. 61s an edge new of said disk showing the connections to all'of the terminals. Fig. 7 is a diagrammatic view illustrating the wiring and the general operation of the mechanism, Fig. 8 is adiagrammatic view illustrating. the system as applied to double track roads.

Referring to the drawings, 1 designates a suitable base or frame to which is attached the supports for all the parts and working mechanism. Supported on the bracket 2 are the operating magnets 33 and 44, the former being energized by the entering cars to set the signals, and the latter by the outgoing cars to clear the signals. The bracket 5 afiords suitable bearings for the shaft 6, upon which shaft is fixed the spur wheel 7 and the other parts rotatable therewith. Supportedalso' by bracket 5 is a sec.- ond' shaft 8 upon which is mounted the armature frame 9, which frame carries both the armatures 10 and 11, the said armatures being controlled separately by the operating magnets 33 and 44, respectively.

Integral with the armature frame 9 are the curved arms 12 and 13, to which are pivoted the pawls 14 and 15. These pawls are provided with suitable lugs to limit their downward motion, while the springs 18 and 19 are provided to control the pressure of the pawls while engaging the spur wheel.

Projecting inwardly from the curved arms 12 and 13 are the stop lugs 20 and 21, which are adapted to engage the teeth of the spur wheel to lock the same from rotating more than one step at a time with each actuation of the pawls. ,A coiled spring 22 is connected from'the bracket to the pin 22 in the lower side of the auxiliary frame whereby said frame and pawls are restored to normal or median position after each actuation by the operating magnets.

Mounted also on shaft 6 is an electric switch consisting of a disk of insulating material 23, see Figs. 4, 5 and 6, carrying on one side a short metallic radially disposed bridge 24 and on the other side an annular bridge 25; the former servingto close the circuit to the insulated section of trolley wire through terminals 26 and 27 and the latter serving to close the circuit of the safety signal through terminals 26 and? 5 when the first car enters the block, and keep it closed while the block is occupied. The U-shaped terminal 26 is connected directly with the main trolley wire or feed cable, and the terminal 27 is connected directly to the insulated section of trolley wire, and the terminal -7 5 is included in the safety signal circuit. The terminals 28 and 29 are normally connected .by bridge 30 also carried by disk 23, but are disconnected by the first actuation-of the signal setting magnet 33, and remain so until the signal mechanism is returned to normal or clear position. The above-connections and circuits will be readily seen and traced by reference to the wiringldiagram Fig. 7 p

igidly secured to shaft 6 is the detent wheel 31, against which is held the roll 32 in the lower end of arm 32 by a spring (not shown) to prevent the accidental r0ta 37 by means ofthe bar 38, said target being provided with the usual transparent-center Mounted on and fixed to the shaft 34 is the double crank 39 to whose oifset portion is attached the spiral spring 40, the other end ofsaid spring being attached to the underside of the target frame 36. As the crank is rocked or oscillated from side to side by the arm 33 the pull of the spiral spring 40 is shifted from one side to the other of the axis of shaft 34 and so serves to swing the target with an easy flexible motion from the safety to the danger position when the first car enters the block and restores the same only when the last car leaves the block. To limit the oscillating motion of shaft 34, a finger 41 mounted thereon, vibrates between suitably located stop pins secured to thebracket 5. A stop pin 44 is also provided to arrest the motion of the arm 33 upon its return to normal position.

An essential feature of my invention is that the yoke or back-iron 45 of the clearing magnets 4-4, instead of being fastened'permanently to the cores as is usual, is free to move up and down on the guide pins 4647 (see Fig. 5), and is thus free to drop away slightly out of contact with the lower poles of said magnets when the same are deenergized. A contact strip 48, connected to, but insulated from, the lower portion of said back-iron, is arranged to rest upon and bridge the terminals 49--50, and support said back-iron when the same is in its down position, said terminals being included in the circuit of the setting magnets 33.

Since each car, as it leaves the block, energizes the clearing magnets 44, lifting their back-iron 45 and opening the circuit of the corresponding setting, or stepping-in, magnets 33, at terminals 49 and 50, it is evident that a car entering the block at the same time another car may be leaving the block cannot actuate the signal mechanism.

' The solenoid 67 and the auxiliary signal 66 are connected in series circuit directly to the conductor 68, which conductor receives its current from wire 78 through bridge 25, and conducts current to the insulated section 60 as well as to t e solenoid 67 and auxiliary signal 66, hence under normal conditions said solenoid will be energized, and the lamp 66 will be lighted to indicate that the block ahead is clear. Supported upon the core of said solenoid, but insulated therefrom, is a metal bridge 69 which is normally held out of contact with the terminals 70 and'71, but which is adapted to drop to connect said terminals when said solenoid is deenergized by the first car to enter from the opposite end of the block. Mounted upon the armature frame 9 is the bridge 7 2 The operation of the system be morefully described as follows: A car entering from the left, as shown in Fig. 7, operates the circuit closer at 61 energizing the setting magnet 3'3'- of signal B. Spur wheel 7 is rotated one notch to the left, causing the annularbridge 25 to break the connection between the terminals 26 and 27, thus shutting ofl current supply from the insulated section 64: of trolley wire and the auxiliary signal 66, and also de'nergizing the solenoid 671. This same movement breaks the ground connection of signal lamp 53 through terminals 28 and 29' and connects the terminals 26 and 75' by means of bridge 25. An electriccircuit is thus established from the trolley through wire 78', terminals 26-"5, terminals 73-74, dang'er signal '51, terminals 7l70, line wire 7 6, signal 53 in the (oppositehbox A and terminals 2829 to ground. The display of signal- 53 thus afiords evidence that the signal at B has operated. Each successive entering car will cause spur Wheel 7 to move one notch to the left maintaining the conditionsalready established, except that each actuation of the armature frame 9' causes the bridge 72 to, temporarily break the connection at terminals 73 and 74', thereby interrupting the circuit of both the danger signal 51 and the safety signal 53 as As the cars leave the block each car operates the circuit closer 63 to energize the magnet l4, thus returning the parts step by step toward normal until the last car goes out, when the trolley connection with the insulated section 64 will be reestablished and normal conditions restored. Cars may now enter from the opposite direction when similar operations will take place at signal A by virtue of the'connections made through circuit closers 65 and 62, respectively. The above described action will occur under all ordinary conditions. If, however, two cars on leaving their turnouts to enter a block from opposite ends should operate the circuit- closers 61 and 65 at exactly the same time both setting magnets 3-3 and 3-3 traced above.

would be energized, causing both bridges 25 and 25 to be moved to the position rep-- resented by bridge 25 in Fig. 7, as explained. With the bridges 25 and 25 actuated as just described, the supply of current would be cut off from both insulated sections 60 and 64:, stopping both cars on a dead wire and extinguishing the clear signals, while neither safety signal could be displayed since the ground connection of both would be open at the terminals 2829 and 28 29. To provide for this emergency normally open spring snap-switches S and S are inserted at any convenient location between the trolley wire connections and the clearing magnet circuits, so that the conductor whodias the right of way according to the rules of the road may turn his switch closing temporarily the circuit of the clearing magnet at his signal, thereby actuating the signal mechanism to restore current to his car and ground his safety signal, when his car may proceed regularly while the other car waits for its passage. Further, if one car should enter at exactly the same time that another car is leaving. the block, thus closing the circuits of-both the setting and the clearing magnets in the same box at the same time, the clearing magnet would at once lift its back- iron 45, or 45, as the case might be, and break the circuit of the corresponding setting magnet at terminals 49 and 50, or 49 and 50, thus preventing saidsetting magnet from acting. The entering car would not therefore get its safety signal, and must back out and try again, or else go ahead with due caution, being warned that something is wrong.

The system'may be readily applied to spacing cars or trains on double track roads by dividing the trolley wire into insulated sections over each track, and arranging the contacts and connections to operate the sig nal boxes in the rear of each car or train, as shown in Fig. 12. In this simplified diagram only the connections illustrating the method of cutting off the supply of current from the insulated sections of trolley wire and of displaying the danger signal at the preceding station are shown, it being understood that the other connections may be modified to meet the new conditions or omitted according to the requirements.

The term block in the specifications and claims means thestretch of track between two turnouts, and when referring to double track a single insulated section constitutes a block.

Having thus described my invention, what I claim as new and desire to secure by Let ters Patent, is:

1 In an electric railway block signaling system, an insulated section of trolley wire at the entrance of each end of a block normally connected to the power circuit, a sigcuit controller at the farther end of the block,

thereby causing the said circuit controller to disconnect both the insulated section and signaling device from the power circuit, the

said circuit controller being likewise operable by each succeeding car to prevent the restoration to normal conditions until the last car of the series leaves the block.

2. In a railway block signaling system, signals at each end of the block, circuits for said signals, a controller for each of said signal circuits, a magnet for opening and a magnet for closing each of said circuits through the actuation of a controller, a switch included in the circuit of one of said magnets, the said switch being operated by the actuation of the other of said magnets to prevent the simultaneous actuation of both of said magnets.

3. In a railway block signaling system, a

danger signal and a safety signal at each end of a block, the danger signal at either end being operable in series circuit with the safety signal at the other end, a signal circuit controller at each end of the block, a magnet for operating each circuit controller to close the signal circuit when a car enters the block, a magnet for operating each circuit controller to open the signal circuit when a car leaves the block, a switch included in the circuit-of each of the former of said magnets, the said switch being opened by the actuation of the latter of said magnets to prevent the simultaneous actuation of both of said magnets, whereby a car entering the block at the same time that a car may be leaving a block is prevented from actuating the system.

4. An electric railway block signaling system comprising a safety signal and a danger signal at each end of a block, a signal circuit including the safety signal at one end and the danger signal at the other end of the block, a rotatable circuit controller at each end of a block for closing and opening the signal circuit, a magnet for operating each circuit controller to close the signal circuit, a magnet for operating each controller to open the signal circuit, a trolley switch operable by a passing car to close and open each of said magnet circuits, :1 switch included in the'circuit of one of said magnets, the said switch being operated by the actuasystem including a signal at each end of a block normally indicating a clear track, a danger signal and a safety signal at each end' of a block normally inoperative, the

danger signal at either end of a block being operable in series circuit with the safety signal at the opposite end, a rotatable spur wheel and an electric circuit controller simultaneously rotatable therewith at each end of a block, magnets for rotating each of said wheels and circuit controllers step by step in either direction, a circuit for each of said magnets, a trolley switch included in the circuit of each magnet, one of the said trolley switches being operable by the first of a series of entering cars to close a magnet circuit at the farther end of the block, thereby actuating the spur wheel and attached circuit controller to remove the clear signal and also operate the danger signal and the safety signal in series circuit therewith, the said circuit controller being actuated again in the same direction by each succeeding car to prevent the restoration to normal conditions until the last car leaves the block.

6. An electric railway block signaling system including an insulated section of trolley wire at each end of a block normally connected to the power circuit, a clear signal at each end of block normally operative, a danger signal and a safety signal at each end of a block normally inoperative, the danger signal at either end of a'blook being operable in series circuit with the safety signal at the opposite end, a rotatable spur wheel and attached circuit controller at each end of a block, magnets for rotating said spur wheel and circuit controller step by step in either direction, a circuit for each of said magnets, a trolley switch included in each magnet circuit, one of the said trolley switches being operable by the first of a series of entering cars to close the circuit of the magnet at the farther end of the block, thereby actuating the spur wheel and attached'circuit controller to disconnect the insulated section and remove the clear signal, and also operate the danger signal and safety signal in series circuit therewith, the said circuit controller beingagain actuated in the same direction by each succeeding car to prevent the restoration to normal conditions until the last car of the series leaves the block.

7. A block signal system comprising a single track including sidings at intervals, an insulated section of trolley wire located over the leaving end of each branch of a right or entering end of each branch of a siding, said entering ends of the trolley branches being connected to each other across the approximate middle of each siding, signals located at the sidings,a trolley switch located upon each insulated section near the entering end thereof, means including one of said trolley switches, whereby a car upon passing said trolley switch automatically cuts off the power from the insulated section of trolley wire under which the cars pass moving in the opposite direction at the next siding ahead, and at the same time automatically causes the display ofsuitable signals while the power is so cut off, and

means .whereby said car on entering upon the next siding automatically restores the power so cut ofl, and at the same time automatically changes the signal indications.

8. In combination with a single track electrical trolley car line, its single track supplied at intervals with sidings, signals located at the sidings, an insulated section of trolley wire near the leaving end of each branch of each siding, a trolley switch located .upon each insulated section near the entering end thereof, means including one of said trolley switches, whereby a car upon passing said trolley switch automatically cuts oil" the power from the insulated section of trolley wire under which the cars pass moving in the opposite siding ahead, and at the same time automatically causes the display of suitable sigdirection at the next nals while the power is so out 011', and means whereby said car on entering upon the next siding automatically restores the power so out 013?, and at the same time automatically changes the signal indications, substantially as described.

9. In combination with, a single, track electrical car line, its single tracksupplied atintervals with sidings, signals located at the sidings, an insulated section of trolley wire near the leaving end of each branch of each siding, a trolley switch located on each insulated-section near the entering end thereof, means including one of said trolley switches whereby a car or the first of a series of two or more cars upon passing said trolley switch automatically cuts off the power from the section of trolley wire under which cars pass moving in the opposite direction at the next siding ahead, and at the same time automatically causes the display of suitable signals while the power is so cut off, and means whereby such car or the last of such series of two or more cars on entering the next siding automatically restores off and at the same time changes the signal indicathe power so cut automatically tions.

In testimony whereof I aflix in presence of two witnesses.

ALEXANDER BEVAN.

my signature Witnesses:

HOWARD E. BARLoW, E. I. OGDEN.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents,

' Washington, D. 0. v

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